In World Superbike (WSBK), the International Motorcycling Federation (FIM) is wielding a new weapon to level the playing field: maximum fuel flow. Before the Assen round, the FIM adjusted the rules, reducing the permitted flow rate for Ducati and BMW by 0,5 kg/h after their performances in Australia and Portugal. An initial limit of 47 kg/h, with a 2% tolerance, had been set for everyone, but the FIM's mysterious algorithm—incomprehensible to the uninitiated—has decided: the big guns must be reined in.
The 2025 Superbike World Championship marks a new milestone with the introduction of a motorcycle performance balancing system based on the authorized fuel flow rate. A measure which, although innovative, has already shown its limits after only a few races. Indeed, after the first major test of this new rule in Australia and Portugal, the FIM deemed it necessary to intervene to adjust the fuel flow values for certain brands, including Ducati et BMW.
The concept, which seems logical at first glance, is to set a fuel flow limit for the machines of the different manufacturers. For this season, this limit has been set at 47 kg / h, with a tolerance of 2%. This value is likely to undergo adjustments every two events, in order to compensate for the differences in performance between the motorcycles. However, despite this adjustment, the situation quickly highlighted a problem: the performance of the Ducati et BMW, in particular, were too dominant.
The FIM's Secret Algorithm: A Magic Tool... or a Gimmick?
After two races which saw a clear domination of Ducati and some solid results from BMW, above all collected thanks to the sole talent of Razgatlioglu, the FIM decided to adjust the fuel flow for these two brands. Ducati et BMW so see their reduced flow rate of 0,5 kg/h, a change that some experts say will have minimal impact on performance. Yet this small adjustment could have a greater symbolic effect, sending a strong message about equal opportunity in competition.
For Dorna, the situation is worrying. With such domination of Ducati, which has already won a large majority of podiums, the question arises: can this fuel-based balancing system really guarantee a competitive show, or does it simply risk deterring other brands from fighting for the podium?
At this stage of the season, it appears the gap between the leaders and the other manufacturers is too great for the fuel adjustments to have any real impact. The spectacle, and the competitiveness of the championship, could suffer if these adjustments fail to level the playing field.
Ultimately, the performance adjustment algorithm by fuel flow still seems far from perfect, and it is clear that the FIM will have to continue to refine its system to avoid the championship WSBK does not become a mere demonstration of the dominance of a single brand. The adjustments to Assen et Cremona, although significant, will probably not eliminate the performance imbalances that have been observed since the start of the season.
